Cab signal system.



P. I. CHANDEYSSON.

`GAB SIGNAL swg-1M.- APPLIQATION FLED APR.5, 1909.n

B11611161 hug. 9, 1910.

s awww-s112111 14 P. I. GHANDBYSSON.

CAB SIGNAL SYSTEM.

APPLwATIoN FILED Amm, 1999.

Patented Aug. 9, 1910.

3 SHEETS-SHBET 2.

P; I. GHANDEYSSON.

GAB SIGNAL SYSTEM. APPLITION FILED APR.5, 1909. 966,796, Patented Aug. 9, 1910.

3 SHEETS-8117321' 3.

UNITED sTATEs IDATENT OFFICE. i

PIERRE I.l CIHANDEYS'SON,4 0F ST. LOUIS, MISSOURL ASSIGNQR QF ONE-HALF T SAM- 'UEL W. FORDER AND W. GAIR'EIIEL FORDER, OF ST. LOUIS, MISSOURI.

CAB SIGNAL SYSTEM.

Application ledl April 5, 1909. Serial No. 488,025.

To all whom it may concern:

lBe it' known that ll, PIERRE ll. CHANDEYS- son, a citizen of the United States, and a resident of the city of St. lLouis and`State of Missouri, have invented 'a new and useful Improvement in @ab Signal Systems, of which the following is asipeciication.

My invention relates to the class of devices commonly known as cab" signal systems, that is, signaling devices mounted in the cab or other portion of a train in electric circuits whose currents are controlled by devices located on or adjacent to the track.

rlhe object of the invention is -to secure certainty in the action of the system, and to give certain notice in case any portion of the system becomes deranged.

'llo these ends, the invention consists in the arrangements and combinations hereinafter described and claimed.

lln the accompanying drawing, which forms part of this speciiication, and wherein like symbols refer to like parts wherever they occur, Figure 1 is a diagram of a railway track equipped according to my invention; lig. 2 1s a diagram of the portions of my system that are movable with the train, and showing also a transverse paramagnetic tie arranged transversely-to the rails and a solenoid surrounding said tie; Fi s. 3 and 7 are diagrammatic views of portions of a track equipped according to my system, but each figure involving certain modifications hereinafter more fully described; Figs. 4, 5 and 6 are diagrammatic views of modified forms of cab signal circuits, each of whichv is hereinafter more fully described.

Extending crosswise of the railway track at suitable places are ties or bars 1 of iron or other suitable paramagnetic material, which bars sup ort or are secured to the rails 2. Surroun ing each of these ties or bars is a solenoid 3 whose terminals are connected res ectively to the insulated rails of a distant b ook of the track. rlFhe rails of each block are electrically connected by a Wire l containing a battery 5 or other suitable source of electrical energy. By this arrangement, the tie or bar 1 serves as thecore of the solenoid or electromagnet and the rails in contact with the ends of said bar become the` poles of said electromagnet.

Surrounding one of the axles of the locomotive or other vehicle is a solenoid 6 in a closed circuit 7 containing a battery 8, a

polarized electromagnet or relay 9 and an ammeter or other indicator 10 which is located inthe cab or elsewhere for convenient observation. Preferably, anl inductive resistance coil 11 is arranged in a multiple arc 12 of said circuit 7 in parallel with the polarized relay9.

Located in the cab or elsewhere on the train for convenient observation are `two electric lamps 13, lll mounted in parallel arcs 15, 16 of a circuit 17 containincr a battery 18 and the armature 19 of the polar ized electromagnet or relay 9. Said armature 19 is permanently connected to the battery of the cab-circuit 17 and its stops are the terminals of the arcs 15, 16 containing the respective lamps which constitute the principal signals or indicating devices. 'llhe armature 19 is adapted to swing from one stop to the other according as one or the other' pole of the polarizedv electromagnet or relay 9 becomes effective for the purpose. Under normal conditions, however, the armature 19 remains against whichever one of its stops it happens to be in contactwith when the normal track conditions are resumed. lll"he function of the polarized elec` tromagnet or relay 9 and its armature 19 is to determine through which of its arcs 15, 16 the cab signal circuit- 1'7 shall be completed. This function is accomplished by variations of the current that energizes the polarized electromagnet or relay 9, and these variations in turn are effected by the condition of the track solenoid 3.

The operation of the system 'above described, which is illustrated in Figs. 1 and 2, is as follows: The normal current in the polarized relay 9 has a' tendency to cause its armature 19 to be drawn toward a` particular one of its stops; but this normal current is not strong enough of itself to pull the armature of therelay away from the other contact stop, when said armature happens to be against such` other stop.

When the axle solenoid 6 approaches a tie.

or bar 3 of paramagnetic material, the number of lines of force through axle solenoid 6 will increase, for the reason that said bar closes the normal gap in the magnetic circuit and completes an all metal circuit; and under these conditions, the normal current of the battery will decrease.- rllherefore, if the armature 19 of the polarized relay happens to be on the contact to which the Specification of Letters Patent. Patented Aug. 99 110.

red light 14 is connected, it will remain there; and if the armature happens to be on the contact to which the whlte liv ht 15 is connected, it'willl remain there. en the axle solenoid 6 recedes from the tie or bar of paramagnetic metal, the number of lines of force through vthe axle solenoid will decrease and an electromotive force of the same direction as-that of the batter 8 will be induced thereby; and, therefore, t e normal current of the battery 8 will be increased suiiiciently to attract its armature 19 against the contact to which the red light 14 is connected. In this case, the tie or bar of paramagnetic metal acts merely as a conducting path for the magnetic circuit which includes the axle and the wheels; andthe variation of the lines of ,force in the axle is dueto the passive propertyl of the magnetic material of offering a less resistant path for the lines of force created by the magneto-motive force of ythe axle solenoid. The same eifect will be produced whether the tie or bar of magnetic metal is surrounded by a solenoid or not. When, however, a current Hows through the track solenoid 3 surrounding the tie 1 of paramagnetic metal, .and a train approaches said tie or bar, the number of lines of force threading lthrough the axle solenoid "6 is decreased or reversed in direction. In consequence ofthis condition, an electro-motive force will be. generated in the axle solenoid 6 in the same direction as that of the electromotive force due to the battery 8 with the result that the current'of the axle solenoid circuit 7 will be increased above its normal intensity, thereby additionally energizin the polarized electromag- *net or relay 9 su ciently to attract its armature against the contact to which the red light 14 is connected. When the axle re` cedes from the metal tie or bar 1, an electromotive force will be generated poslte to the normal electromotive force 1n t e axle solenoid circuit 7, and thereby the normal` current in said curcuit 7 will be not only diminished but reversed, thereby reversing the polarity of the polarized electromagnet or relay 9 and causing it to move its armature against the contact to which the' dition corresponds to the case stated in the last paragraph, and the circuit of the battery 18 is completed through the red lamp 14.

It is noted that in the system above described, a failure of the red signal lampl to flash or glow when the train passes a paramagnetic tie or bar indicates that the system is out of order. lfthe track is clear, the red lamp will glow for an instant while the axle is approaching an energized paramagnetic bar; and the failure of such red lamp to glow for an instant is an indication ,that the cab part of the signal is out of lcoil 11 are not mentioned, as they are not essential to the operation of the systm. The lndication of the ammeter varies with the current in the circuit 7 and as such affords an intelligible indication of the coni ditions upon which said current depends; but its principal function is to indicate the strength of the normal battery current in said circuit 7. The function of the inductive resistance coil 11- is to re late the amount of current through the re ay, and to reinforce or oppose the electromotlve force enerated in the lcurrent 7 by induction. 'As

indicated in Figs. 5 and 6, the ammeter may be eliminated; and as illustrated in Fig. 5, the inductive resistance coil may be eliminated.

ln the track. portion of the system illustrated in Fig. l, each of the track solenoids is connected by wires 20 directly to the rails of the particular block whose varying conditions are to be reflected by said solenoids. In the modification illustrated in F i0'. 3, the track solenoid 3 is located in a local circuit 21 containing a battery 22, and an armature 23, through which said circuit 21 is normally closed; and the rails of the block whose conditions are to be reported by said track solenoid are in a normally closed circuit 24 containing an electrmagnet 25 which normally holds said armature '23 against its upper stop to close said circuit 21.

The operation of the system illustrated in Fig. 3 is substantially the same as that illustrated in Fig. 1, the difference bein merely such as is incidental to the use o a relay in the line circuit to control a local circult instead of having the elements of the local circuit in the line circuit.

In the modified system illustrated in Fig. 4, the inductive resistance coil is omitted from the circuit of the polarized relay; a second solenoid 26 is mounted on the axle in a permanently closed circuit 27 containing a battery 28, an ammeter 29, and an inductive resistance coil 30. The operation of this modified system is believed to be obvious trom the foregoing descriptionof the sysir tem illustrated in Fig. 2.

In the modified system illustrated in Fir?. 5, the axle solenoid circuit is closed but contains no battery and no instruments except the polarized relay. In this modilication, the diilerence in the electromotive force required to operate the polarized relay depends entirely upon the t-rack conditions, as there is no battery current to augment or oppose the induced current. This Fig. 5 illustrates an arrangement whereby the condition of the track solenoid is controllable the operator. In this modification, the track solenoid 3 is in a circuit 3l which is provided with a pole changer 32 adapted to be alter` natively connected in any usual way to the terminals of a battery As illustrated in Fig. 5, the pole changer is the armature or mo vable'twith the armature of an electromagnet 34 in a circuit 35 containing a ba.t tery 3G and a manually operable switch or `circuit closer 37. When the switch is closed,

the@electromagnetSl is energized to attract the pole changer so as to close the current ot the battery 33 through the track solenoid 3 in one direction; and when the switch 37 is open, the pole changer is shifted to reverse the current ot' the battery 33 through said track solenoid The' varying conditions 4of the track solenoid 6 thus brought about are reliected in the axle solenoid and determine the polarity of the polarized relay 9, which in turn determines through which of the two lamps the circuit of the battery 18 shall be. completed.

In the modification illustrated in Fig. 6, the` circuit of the lamp battery 18 is normally closed through the armature 38 of an clectromagnet 39 which electromagnet is located in the circuit 7 of the battery 8. The armature l38 is arranged to drop or be retracted from its forestop and thereby open the lamp circuit whenever the battery becomes excessively Weak. It is noted that in the system illustrated in Fig. 6, the solenoid 6 movable with the train is not mount ed on an axle but is specially provided with a core 40, which may beimountel in any suitable way. It is also noted that instead ot being arranged at right anglesto the track, this solenoid G and its core are at an angle thereto, Likewise, the track solenoid #-3 in this modified system isarranged at an angle to the track and is specially provided with a core 41, which is clear of the rails.

Obviously, instead of lamps, other signaling devices may joe used, and the various elements hereinbefore mentioned may be replaced With their' electrical equivalents. So, too. instead of insulating the rails at both ends of the tie or bar 3, as illustrated in Fig. 1, it is suicient to insulate the rail onone side of the track only as lillustrated in Fig. 3. So', too, it is obvious that the conditions of the track solenoid I may be varied either positively or automatically and that the devices for effecting such variations admit of a wide range of selection. vThere` fore, I ndo not wish toYi be limited to the details of` construction or arrangement hereinbefore described.

lllhat I claim as my invention and desire to secure by Letters Patent is:

1. A railway signal system comprising a normally closed electric circuit mounted on a train and comprising a source of electrical energy and a solenoid surrounding an axle vthereofl and a paramagnetic bar located in said track in cooperative relation vto said solenoid.

2. A signal system comprising a normally closed electric circuit mountedY on a movable vehicle and comprising a source of electrical energy and a solenoid surrounding an axle, and a stationaryparamagnetic bar arran 'ed transversely belowI the path of said vehicle in. cooperative relation to said solenoid.

3. Alsignal system comprising a normally closed electric circuit :mounted on a movable vehicle and con'iprising a source of electrical '.energy and a solenoid surrounding an axle thereof, and a stationary paramagnetic bar arranged transverselj.'T belovvthe path of said vehicle, and controllable circuit comprising a. solenoid surrounding said bar.

4. A railway signal system comprising a normally closed electric V,circuit mounted on normally closed electrical circuit mounted on a train and comprising a solenoid surrounding an axle of said Ytrain and an indicator, and a paramagnetic bar located in and transversely of the track, a second electric circuit, a solenoid in said second circuit and surrounding said bar, and means for varying the electrical condition of said second circuit.

. G. A railway signal system comprising a normally closed electricV circuit mounted on a train and comprising a battery and a solenoid surrounding an axle thereof, and a paramagnetic bar located in and transversely of said track in one block thereof, and a solenoid surrounding said barand electrically connected to the rails of another block of said track, said rails being electrically connected surrounding an axle thereof, and a paramagnetic har located in and transversely of said track in one block thereof, an electrical circuit containing -a solenoid surrounding said har, a source Of-electrical energy lconnected to the respective rails of another block of said track, and operatively connected to said track solenoid circuit to control the electric current therein.

'8. A railway track system comprising a normally closed electrical circuit mounted on a train and comprising a solenoid surf rounding an axle thereof, and a paramagnetic bar located in and transversely of the track of onelblock, and a solenoid surrounding said bar and electrically connected With the respective rails of another block, which rails are 'electrically connected With each other and a source of electrical energy in 'suchfconnection vvith 'rails ofanother block whose rails are electrically connected Iand a source-of elec- 1n such connection.

trical energy 10. A rai Way signal system comprising a source of electrical energy electrically connected to the respective rails of one block, a solenoid electrically connected to the rails of said block and Whose core is located in another block transversely of the rails thereof, and a second circuit mounted on a train and comprising a solenoid surrounding an axle thereof and having a polarized relay, a battery electrically connected to the armature of said relay and electrically connected through multiple arcs to the respective stops of said armature, and signal lamps in the respective arcs.

11. A railway signal system comprising a source of electrical energy electrically con` nected to the res ective .rails of one block, a solenoid electrica ly connected to the rails of said block and4 Whose core is located in an other block transversely of the rails thereof, and a second circuit mounted on a train and comprising a solenoid surroundin an axle thereof, a battery and a polarize relay, a battery' electrically connected to the armature of said relay and electrically connected through multiple arcs to the respective stops of said armature-and signal lamps in the respective arcs.

St. Louis, Mo., March 31, 1909.

PIERRE I. VCHANDEYSSON. Witnesses:

JAMES A. CARR, J. B. MEGOWN. 

